Fluid-pressure engine.



No. 639,737. r Patented nec. 2e, |899.

. H. .1. KIMMAN.

#Lum PRESSURE ENGmE.

(Application Bled June 12, 1897.1

(No Model.) 5 Sheets-Sheet l.

No. 639,737. Patented nee. 26, |999. H. J. KIMMAN.

FLUID PRESSURE ENGINE.

(Application led June 12, 1897.)

(No Model.) 5 Sheets-Sheet 2.

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(lll/lll I um" No. 639,737. Patented nec. 26, |899. H. J. KIMMAN. FLUIDPRESSURE- ENGINE.

(Application led June 12, 1897.)

(No Model.) 5 Sheets-Sheet 3.

W/////////////lz//1ll N INI &1. J' "y uumwumulq immuun, m 9. U 3| i nIEW/@Wr No. 639,737. Patented Dec. 26, |899.

Y H. J. KIMMAN.

FLUID PRESSURE ENGINE.

( li ation tiled June 12, 1897.)

No. 639,737. Patented Dec. 26, |899. H. J. KIMMAN.

FLUID PRESSURE ENGINE.

(Application led June 12, 1897.)

5 Sheets-Sheet 5.

(No Model.)

Jjfzwmaw,

. v. .l eww Nrrn STATES AT1-ENT .Friet-.

HENRY J. KIMMAN, OF CHICAGO, ILLINOIS.

FLUID-PRESSURE ENGINE.

SPECIFICATION forming part of Letters Patent No. 639,737', datedDecember 26, 1899.

Application filed June 12,1897.

To all whom t may concern:

Be it known that I, HENRY J. KIMMAN, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Fluid-Pressure Engines,of which the following is a specication.

My invention relates particularly to that class of engines known as theBrotherhood type, and especially to the construction and operation ofparts so as to permit of the economical and efficient introduction ofthe huidpressure behind the reciprocating pistons.

The object of my invention is to provide a simple, economical, andefcient multiple engine; and the invention consists in the features,combinations, and details of construction hereinafter described andclaimed.

In the accompanying drawings, Figure 1 is an elevation of an engineconstructed in accordance with my improvements, showing all of theoperative parts inclosed and protected from external inliuences; Fig. 2,a transverse sectional view taken on line 2 of Fig. l; Fig. 3, a similarview taken on line 3 of Fig. 1; Fig. 4, a longitudinal sectional viewtaken on line 4 of Fig. 3 Fig. 5, a sectional view taken on line 5 ofFigs. '6, 9, and 10; Fig. 6, aview of the end ported plate of the enginewith the rotating disk valve located thereon; Fig. 7, a similar viewwith the rotating disk removed; Fig. 8, a view of the inner side of therotating disk valve; Figs. 9 and 10, transverse sectional elevationstaken on lines 9 and lO of Fig. 5; Fig. 1l, an end view of theenginecasing and crank -shaft with the cap and ported plate removed;Figs. 12 and 13, transverse sectional views taken on lines 12 and 13,respectively, of Fig. 4; Fig. 14, a side elevation of the crank-shaft,and Figs. 15, 16, 17, and 18 detail views of the connecting-rod end andconnecting rod hereinafter described.

In constructing an engine in accordance with myimprovements I make acasing A of the desired size, shape, and strength to support, contain,and inclose allot' the operative parts of the engine and efficientlyprotect the same from exterior influences-such as dust, dirt, and thelike. This casing is provided with six cylindrical.pressure-chambers a',a?, d3, a4, c5, and a, arranged in two sets of three,

Serial No. 640.519. (No model.)

each occupying different planes with regard to the rotation of thecrankshaft. Each cylinder is preferably arranged at an angle of aboutone hundred and twenty degrees from each other cylinder in the set andis provided with reciprocating pistons A', A2, A3, A4, A5, and A6. Acrank-shaft B is provided having two crank portions b and h2, arrangedat one hundred and eighty degrees or diametrically opposite to eachother, to which the connecting-rod ends a7, as, a9, 0.10, a, and a4 ofeach of the pistons are connected. It will thus be seen that byarranging the cylinders in two sets containing three cylinders each,witheach cylinder one hundred and twenty degrees from the next adjacentcylinder, and connecting their piston-rod ends in the manner abovedescribed, the objection of irregularity of rotation, which causesannoying vibrations, is obviated and an easy smooth-running engineproduced.

The crank-shaft above described has one end B mounted in a ported plateC and its opposite end connected with a rotating bearing portion C4,such end containing an axial opening b3 and provided with a pinion b4for transmitting power and motion to a compound train of gears, ashereinafter described.

In order to admit duid-pressure to the cylindrical pressure-chambers inthe rear of the pistons-that is, between the pistons andcylinder-head-the engine-casing is provided with six passages D', D2,D3, D4, D5, and D6, one leading to each of the cylindrical chambersabove indicated, the passage D leading to the cylinder c', the passageD2 leading to the cylinder d2, the passage D3 leading to the cylinderas, the passage D4 leading to the cylinder a4, the passage D5 leading tothe cylinder a5, and the passage D6 leading to the cylinder a6.

As above indicated, one end of the enginecasing is closed by means of aported plate C, in which one end of the crank-shaftis journaled. Thisported plate has six passages c", c2, c3, c4, c5, and c6 leading fromeach of the passages in the casing to a point or points near the centerof the plate, wherel they open to the exterior outer plane surface ofthe plate. A cap E is secured to the engine-casing outside of the plateand is capped, so as to provide a chamber e, into which the pressure isadmitted from the inlet-pipe G by means of the throttle-valve g,throughV the passage g'. The outer end of the crankshaft is squared andprovided with a disk valve H, which is fitted thereon and adapted torotate therewith. This disk valve has a segmental perforation 7L and asegmental cup-recess h', the segmental perforation, as shown in Fig. G,allowing the fluid-pressure from the valvechamber cto pass through intoseveral of the ported passages, and consequently into two or more of thecylindrical pressure-chambers, at one time. The segmental cup-shapedrecess at the same time connects two or more of the ported passagesabove indicated with a central annular recess C', which is connectedwith the outer air by means of the exhaustpassages C2 and C3, so thatfluid -pressure may be exhausted to the outer air from such cylinders asare connected with the annular recess by means of the rotating diskvalve.

In Fig. 6 of the drawings the rotating disk valve is so located thatHuid-pressure may iiow from the valve-chamber through the passages c4 D4into the cylindrical pressure-chambers a", through passages c2 D2 intothe cylindrical pressure-chamber a2, through "pas sages ciDinto thecylindrical pressure-cham bers ttf and give an impulse to the pistons ofsuch cylinders. It will be noted from an inspection of the drawings andthe direction in which the disk valve is rotating that the piston o'feach cylinder obtains its impulse at practically the same period ofoperationviz., the beginning of its forward strokeand as the valve isarranged it will be seen that the piston A4 is just obtaining an impulsewhile the piston A2 is at its best position under full pressure and thepiston Af at the limit of its forward stroke just previous to theclosing of its passage. Vhiie these three cylinders, with theirrespective pistons7 are receiving an impulse, the fi uid-pressure isbeing exhausted from the other three cylinders, and as the index-lettersd', D', and c indicate similar cylinder-chambers and the passages withwhich they are connected the exhaust of the iiuid can be readilyfollowed.

It will be noticed from the above description of the construction of theparts that but one valve is used to control the admission and exhaustionof fiuid from all the cylindrical chambers and that thereby theefficiency and regulation of the different parts is provided for, andpractically no timing is necessary, the setting of the valve for onecylinder automatically adapting it to all` the others.

To transmit power and motion as desired from the crank-shaft, such shaftis provided with an independent extension C4, above alluded to, whichhas its end C bearing in the axial recess of the crank-shaft. Thisinde-` pendent rotating bearing portion is provided with a largespur-gear I and a smaller spurgear I', adapted to be compounded with thespur-pinion b4 on the crank-shaft. A second set of what might be termedback gears are provided and arranged in the following manner: Alongitudinally-movable sleeve K is mounted on a fixed rod or shaft 7cand provided with three spur-gears k', kand 7c3, which may be shifted,as desired, so as to change the driving of the shank L, which is mountedin the rotating bearing portion from a slow to a high speed. As shown inFig. 4 of the drawings, the pinion b4 on the crank-shaft engages withthe large pinion la' of the back gears, and the large gear of therotating bearing portion engages with the small pinion of the backgears, so that the high speed of the rotating crankshaft produces a slowspeed of the bearing portion and its shaft. The back gears are slidinglymounted on the shaft above alluded to and provided with a yoke M andhandle portion m,by which they can be moved longitudinally to the left,thereby causing the disengagement of the large spur-wheel I and thesmall spur-pinion 7a2 and the engagement of the medium-sized spur-pinionI and the medium-sized spurgear on the back gear 7c3. In this way arelatively higher speed of the bearing portion and its shank ortool-holder is produced. By this arrangement of compounding the gearsand movably mounting the back gears the relative speed between the crankshaft and the tool holder may be changed to suit different circumstancesand conditions.

As the crank-shaft is constructed it would be practically impossible toeconomically conn-ect a solid connecting-rod end therewitl1,and in orderto provide an economical and efficient connecting-rod end I constructsuch end in two parts (L13 and a, pivoted together at a at theirouterportions, their inner shank ends being screw-threaded, as at al, so thata nut C017 will effectually lock such parts and form a bearing for thecrank-pin. The shank end of each connecting-rod end is recessed, as atals, (shown in Fig. 17,) to receive the shouldered end CLU of theconnecting-rod Aw and effectually lock the same in position.

If it be desired at any time to use the engine and attached parts as abreast or hand drill, one end of the engine-casing may be provided witha rest portion N, secured thereto in any convenient manner, againstwhich the breast or arm of the operator may be pressed for the purposeof holding it up to its work, and, in fact, the engine may be providedwith any of the usual appliances to suit different circumstances andconditions neeessary for its use in the arts.

While I have described my invention with more or less min uteness asregards details and as being embodied in certain precise forms, I do notdesire to be limited theretounduly or any more than is pointed out inthe claims. On the contrary, I contemplate all proper changes in form,construction, and arrange ment, the omission of immaterial elements andthe substitution of equivalents, as circumstances may suggest ornecessity render expedient.

IOO

IIO

- at equidistant points with the cylinders of one set in line with thecylinders of the other set, the two sets of cylinders arranged inparallel transverse lines longitudinal of the casing, a piston for eachcylinder, a piston-rod for each piston, a crank-shaft mounted in bearingportions of the casing, and two cranks on the shaft diametricallyopposite each other, one crank for each set of cylinders, each crankseparately connected with the piston-rods of its set of cylinders forthe shaft to receive irnpetus from both sets of cylinders at the sametime, substantially as described.

2. In a Huid-pressure engine or motor, the combination of a main casing,a front set and a rear set of pressure-cylinders, each set consisting ofthree cylinders radiating from the casing at equidistant points with thecylinders of one set in line with the cylinders of the other set, thetwo sets of cylinders arranged in parallel lines longitudinally of thecasing, a piston in each cylinder, a piston-rod for each piston, acentral crank-shaft, two cranks on the shaft diametrically opposite toeach other, one crank for each set of cylinders, each crank separatelyconnected with the piston-rod of its set of cylinders, a side passage inthe wall of each cylinder opening into the cylinder-chamber at the outerend thereof back of the piston, a longitudinal passage in the maincasing for each cylinder-passage extending to the end of the casing, thetwo passages forming an induction and eduction passage for thecylinder-chamber, an end head or plate for the casing, aninductionpassage in the end head or plate for eachcasing-passage,eduction-passages in the end head or plate communicatingwith the casing-passages, and a valve controlling the induction andeduction passages of the end head or plate for admitting pressure toboth sets of cylinders in part and exhausting pressure from both sets ofcylinders in part, substantially as described.

3. In a fluid-pressure engine or motor, the combination of a maincasing, a front set and arear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoints with the cylinders of one set in line with the cylinders of theother set, the two sets of cylinders arranged in parallel transverselines longitudinally of the casing, a side passage in the wall of eachcylinder opening into the cylinder-chamber at the outer end thereof, alongitudinal passage in the main casing for each cylinder-passageextending to the end of the casing, the side passage and thelongitudinal passage together forming the induction and eductionpassages for the cylinder-chamber, an end head or plate for the casing,an inductionpassage in the end head or plate for each casingpassage,eductionpassages in the end head or plate communicating with thecasingpassages, an annular groove in the end head or plate into whichthe eduction-passages open, and a rotating valve having an acting faceopen on one side to the induction-passages and entirely covering the annular groove on that side or face of the valveand open on the oppositeside or face to both the induction-passages and the annular groove,whereby the valve on one side uncovers the induction-passages inrotation to admit iiuid-pressure into the chambers of thepressure-cylinders and on the opposite connects the induction-passageswith the annular groove for eX- hausting the fluid-pressure from thechambers of the pressure-cylinders, substantially as described.

4C. In a fluid-pressure engine or motor, the combination of a maincasing, a front set and a rear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoints with the cylinders of one set in line with the cylinders of theother set, the two sets of cylinders arranged in parallel transverselines longitudinally of the casing,a piston and piston-rod for eachcylinder, a side passage in the wall of each cylin- 'der opening intothe cylinder-chamber at the outer end thereof, alongitudinal passage inthe main casing for each cylinder-passage eX- tending to the end of thecasing, the side passage and the longitudinal passage together formingan induction and eduction passage for the cylinder chamber, an end heador plate for the casing, an induction-passage in the end head or platefor each casing-passage, eduction-passages in the end head or platecommunicating with the casing-passages, an annular groove in the endhead or plate into which the eduction-passages open, a crankshaftmounted in the main casing, two cranks on the shaft diametricallyopposite each other, one crank for each set of pistons, and a rotatingvalve carried by the shaft and having an acting face open on one side tothe induction- .passages of the en d' head or plate and entirelycovering the annular groove on that side and open on the opposite sideto both the inductionpassages and the annular groove for the rotation ofthe crank to rotate the valve and control the induction of Huid-pressureto the cylinders and the eduction of duid-pressure from the cylinders,substantially as described.

5. In a fluid-pressure engine or motor, the combination of a maincasing, a front set and a rear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoints of one hundred and twenty degrees angle to each other with thecylinders of one set in line with. the cylinders of the other set, thetwo sets of cylinders arranged in parallel transverse planeslongitudinally of the casing, a Vpiston in each cylinder, a piston-rodfor each piston, a crankshaft mountedl in the main casing, and twocranks on the shaft located diametrically op- IOO IIO

posite each other, one crank for each set of cylinders, each crankseparately connecting with the piston-rod of its set of cylinders,whereby the shaft alternately receives inipetus from two cylinders ofone set and one cylinder of the other set enabling both sets ofcylinders to drive the shaft, substantially as described.

G. In a fluid-pressure engine or motor, the combination of a maincasing, a front set and a rear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoints, with the cylinders of one set in line with the cylinders of theother set, the two sets of cylinders arranged in parallel transverselines longitudinally of the casing, a side passage in the wall of eachcylinder opening into the cylinderchamber at the outer end thereof, alongitudinal passage in the main casing for each cylinder-passageextending to the end of the casing, the side passage and thelongitudinal passage together forming an induction and eduction passagefor the cylinder-chamber, an end head or plate for the casing, aninduction-passage in the end head or plate for each casingpassage,eduction-passages iu the end head or plate communicating with thecasing-passages, an annular groove in the end head or plate into whichthe eduction-passages open, a cap or cover on the end head or plate, aduid-pressure chamber between the cap or cover and the end head orplate, and a rotating valve in the fluid-pressure chamber operating tocover and uncover the passages in the head or plate and connect suchpassages with the annular groove, for the covering and uncovering of thepassages to admit pressure to and shut oi pressure from thecylinderchambers and for the connection with the annular groove toexhaust pressure from the cylinder-chambers in succession, substantiallyas described.

V7'. In afluid-pressure engine or motor, the combination of a maincasing, a front set and a rear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoi'iTts with the cylinders of one set in line with the cylinders of theother set, the two sets of cylinders arranged in parallel transverselines longitudinally of the casing, a piston in each cylinder,

a piston-rod for each piston, a crank-shaft, f

and two cranks on the shaft located diametrically opposite to each otherin dierent planes with regard to the rotation, one crank for each set ofcylinders, each crank having the piston-rods of its set of cylindersseparately connected therewith, whereby the crank receives impetus fromone cylinder and two cylinders of the two sets of cylinders alternately,substantially as described.

8. In a fluid-pressure engine or motor, the combination of a maincasing, a front set and a rear set of pressure-cylinders, each setconsisting of three cylinders radiating from the casing at equidistantpoints, the two sets of cylinders arranged in parallel transverse lineslongitudinally of the casing, a side passage in the wall of eachcylinder opening into the outer end of the cylinder-chamber, alongitudinal passage in the main casin g for each cylinder-passageextending to the end of the casing, the side passage and thelongitudinal passage together forming an induction and'eduction passagefor the cylinder-chamber, an end head or plate for the casing, aninductionpassage in the end head or plate for each casing-passage,eduction -passages in the end head or plate communicating with thecasingpassages, and a valve controlling the induction and eductionpassages of the end head or plate for contemporaneously admittingpressure to three cylinders consecutively and exhausting pressure fromthree cylinders consecutively, whereby one cylinder and two cylinders ofthe two sets of cylinders alternately receive an exhaust-pressure,substantially as described.

HENRY J. KIMMAN.

Witnesses:

THOMAS F. SHERIDAN, THOMAS B. MCGREGOR.

